But it does sound more and more like... 'Aviate, Navigate, Communicate' might have been lost in the moments leading up to the departure.
Am I right in thinking that there are really big differences between the shaker and pusher activation, and the behaviour in a genuine tail-stall? Such as other visual and aural confirmations of stall-recovery activation... it would be tragic indeed if ice/tail-stall 'thinking' had come to dominate, and a fairly straightforward recovery fought against.
The fact that 'speed & power increase' is warned against in some tail-stall recovery instruction also gives pause for thought...
The LHR/Staines Trident accident, whilst different in so many ways, was a case of 'disbelief, question, then fight the pusher' and included elements of poor airspeed monitoring coming close on the tail of configuration change (inadvertent).